baines



(No Model.) 2 Sheets- Sheet 1.

H. BAINES.

' VELGIPBDB.

No. 390,641. Patented Oct. 9, 1888.v

UNrTaD STATES HUGH BAINES, OF BROOKLYN, NEW YORK,

VELOCIPED.

SPECIFICATION forming part of Letters Patent No. 390,641, dated October9, 1888.

Application filed December 15, 1887. Serial No. 257,988. (No model.)

To all whom, it may concern:

Be it known that I, HUGH BArNEs, a subject ofthe Queen of Great Britain,residing at Brooklyn, county of Kings, and State of New York, haveinvented certain new and useful Improvements in Vehicles or Motors, andin the mode of controlling the same,ofwhich the following is a full,clear, and exact specification.

My invention relates, broadly, to mechanism to be employed inconjunction with any source of power for communicating the power fromsaid source to the point or to the mechanism or apparatus by which thesaid power is utilized, and to an apparatus for controlling thedirection of the traverse of the same; but for convenience ofillustration I have shown my improvements as applied to a roadvehicle,as it appears to be most applicable to this class of devices, and it isdesigned as an improvement over the methods of propulsion and steeringas shown in patents granted to me in the United States, dated January26, 1886, No. 334,839, and October 19, 1885,Nos. 351,150

u and 351,243; in Great Britain, dated May 12,

1885, and numbered 5,827 5 in France, dated May l2, 1885, and numbered168,887; in Germany, dated May 12, 1885, and numbered 34,432; iuBelgium, dated May 12, 1885, and numbered 68,847; in Italy, dated May15, 1885, and numbered 18,846, and in Canada, dated .I une 9, 1885, andnumbered 41,488.

My invention has for its object, when used in connection with a vehiclefor the propulsion and guidance of the same, to accomplish the resultsought to be attained in the inventions covered by my patents abovereferred to; but my present invention accomplishes the object sought bya much more ctfective, economical, and less complicated means.

It is a well-conceded fact that in the propulsion of all vehicles,vessels, and like devices, and in fact in the operation of anymechanism,the inertia when thepower is tirst applied offers so muchresistance to the motor that its power is reduced to a considerableextent,and thus causes, comparatively speaking, a great loss of time ingetting the vehicle or vesselunder way or the mechanism into operation.Therefore my object is to overcome this difficulty in a further degreethan hasyet been attained,which I do by increasing the leverage of theoperating-lever at the beginning of the stroke or at the moment of theapplication of the power, and gradually decreasing it as the throw iscompleted, so that in the long run the length of the stroke varies butslightly from the length of the stroke of an ordinary lever ofthe samelength. As this feature of the invention will doubtless be mostappreciated by those who ride vehicles which are propelled by foot orhand, I deem it most expedient for the sake of illustration and athorough understanding ofthe principle of the invention to show it asapplied to a tricycle for the propulsion of the same.

A further object of my invention is to avoid loss of motion intransmitting the power from the initial point of application to thewheels, and also to avoid the side pull or wabbling of the vehiclecaused by the power being applied to the wheel alternately, all as willbe hereinafter fully explained.

In the accompanying drawings, which form an important part of thisapplication, Figure 1 represents a tricycle in side elevation having myimprovements applied thereto for transmitting power from the feet of therider to the driving-Wheels. Fig. 2 is a plan view of the same. Fig. 3is a vertical longitudinal section taken on the line X X, Fig. 2. Fig. 4isadetailed perspective view. Fig. 5 is a detached view of the preferredform of my improved motor. Fig. 6 is a modified form of thesame,

tion.

In utilizing the invention in the propulsion and guidance of a tricycleI bridge the upper part of the frame 1 with a brace or bracket, 2, whichis secured at each end to the said frame by bolts or other suitablemeans. Near the middle of this brace and on the under side are twocurved downwardly-projecting hangers, 3 4, having extending betweentheir lower ends a pintle or shaft, 5, which passes through the centralbrace-bar, 6, which passes midway between the hangers 3 4 and restsloosely upon the sill 7, extending athwart the lower portion of mainframe; but the said bar 6 is held against too great displacement bymeans of a link, 8. On both sides of the brace-bar 6, journaled on thepintle 5, is a sector, 9, which is provided in its periphery with agroove and in the centerof the curve which its peand Fig. 7 is stillanother form of modifica-V IOO riphery forms, but to one side of thesaid groove, with an ear, 10. Pivoted to this ear is the treadle oroperating'lever 11, and pivoted to the upper partof the hangers 3 tis aswinging lever, 12. rIheselevers are of such length that theirconverging ends will meet, and their meeting ends are provided withrounded or cammed faces, in which teeth are eut and adapted to interlockor mesh with each other. The cam or curve is so formed as to admit ofbut the first teeth, as at 13, engaging while the treadle oroperating-lever 11 is in its normally-elevated position, and it will beobserved that the distance between the point of contact of said teethand the point at which the lever 11 is pivoted to the ear 10 determinesthe length of the leverage; hence while the operatinglever is in itsnormal position ready to receive the pressure from the foot the leverage is very long` compared Iwith the length between the point of contactof the teeth and the point of fulcrum, thus affording very great powerat the commencement of the stroke for overcoming the inertia of themachine; but as the stroke advances the curved or cam surfaces will rolltogether, the lever 12 willswing toward the cam-face of the lever 11,the nose or toe 14 of the former lever will gradually swing downwardlyin an arc and hold the nose 15 of the latter lever depressed, and thusgradually decrease the distance between the l'ulcrum and the point atwhich the teet-h contact, and at the same time decrease the throw of theoperating-lever 11.

It will of course be understood that greatleverage is only essential atthe time of applica- J[ion of the power, and that the momentum, whenonce gained, can be easily perpetuated by a lever of considerably lessthrow. I transmit the power to the traction-wheels 17 of the vehicle bythe following means:

Secured at 13 to the lower side of the sectors 9, which move downwardlyin an are, are cables 19,which are also secured to the grooved wheels20, and around which latter the cables are partly rove. Each of thesewheels is made integral with or secured to an independenttooth-carrier,2l,which is journaled loosely on the axle of the vehicleupon each side of the central brace, 6,and to afford a smallbearing-surface for these carriers I form them so they will be adaptedto contact with the axle at each end only, as shown in Fig. 3. Each ofthese carriers carries at its outer end a bracket, 22, which extendsupwardly and across the clip 23,by which the frame is swung from theaxle, so as to bring the pivoted teeth 24 25 26 over the ratchet 27,which latter is made integral with the hub of the traction wheel. Theseteeth are mounted upon a journal, 2S, which 'extends across this bracket23 and is riveted therein,and they vary in length, the shortest onebeing barely long enough to rest upon the outer edge of theratchet-tooth while the longest is bearing in the notch formed by thetooth just passed, so that by the slightest movement of the carrier onetooth `end of the opposite carriers.

will immediately be caused to engage a notch, and thus avoid any lostmotion. When the carrier is revolved forward, the tooth will engage theratchet of the hub and cause the vehicle to move forward, and when thepower is released from the treadle the weight 29, secured to each of theteeth-carriers, will cause the teeth to retrograde, and also the cablesto rewind upon the wheels 20.

In order to remedy the wabbling motion of the machine produced by theside pull before referred to, I provide each of the grooved pulleys withan arm, 50, which may be secured to or made integral with said pulleys,and projects upwardly and across to the farther Connected to theextremity of each ot these arms by means of a cord or cable, 51, is aspring, 52, which latter is also connected to the frame of the vehicle.It may be here stated that the wheels may make one-fourth or more of arevolution at each stroke of the treadle, and that these arms 50 arearranged so as to remain normally at a distance apart equal to aboutone-fourth the circumference of the grooved pulley 20,in order that eachof said arms may move forward Onequarter revolution without interferingwith each other, the arms of course passing outside of the weights 29.By this arrangement it will be seen that when the power is applied tothe tooth-carriers, and consequently to one traction-wheel, theoverhanging arm 50 will draw upon the spring on the opposite side of theframe and pull this side forward against the axle, and consequentlydistribute the power equally in the frame of the vehicle. These springs52 will also assist the weights 29 in returning the carrier to itsnormal position.

The mechanism for steering the vehicle consists of a worm-wheel, 30,which is keyed to the head of the forks of the steering-wheel, and withwhich wheel 30 engages a worm, 31, which latter is iournaled in thebrackets 32 and is provided at cach end with a grooved pulley, 33.Secured to each of these pulleys, but on opposite sides thereof, is arein, 34, which passes under a roller, 35, mounted in the brackets 36,and terminates within convenient reach of the rider. The advantage ofthis arrangement is that the machine is guided by pulling upon the reinin the direction that it is desired to travel, and not vice versa, asheretofore.

37 are brake-shoes, which are mounted on the rod 38 and are brought tobear by the bell` crank lever 39, mounted in the bracket 110, and havinga step on one of its arms and the other of its arms connected with therod 38 by means of a link, etl, which link passes through an opening ina boss on the under side of the brace or bracket 2, and thus supportsthe brakeshoes and the rod to which they are se' cured.

In order to support the center ol' the axle and preventsagging, I formthe central brace bar, 6, with an upwardly-projecting rod, 53,

ICO

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which is secured to a cross-bar at the top of the main frame, the arms50 being notched so as not to come in contact with said bari In adaptingthe vehicle for travel over frosty and snowy roads, I provide the tiresof the traction-wheels with ice-creepers,and I mount the steering-wheelupon skids or runners, all as shown in dotted lines.

rIhe form of treadle meehanism,as I term it, which I have justdescribed, is very applicable to this purpose; but the preferred form isshown in Fig. of the drawings. This latter form is identical with theother, with the exception that the nose of the cam of theoperating-lever ll is provided with an elongation, 42,.which isbifurcated at its extremity, andhas a roller, 43, mounted therein andabove this roller; but a little below the pivot of the sector 9 is atrack, 44, for said roller to bear and roll against, and which track maybe securely fastened to any stationary or convenient part of the vehicleor motor with which the apparatus is to be used. Now in this instance itwill be seen that when the operating-lever 1l is in its normal elevatedposition the roller 43 is out of engagement with the said track, and theteeth of the two levers nearest to the point of fulcrum of the lever l1are in engagement; but as the throw of the lever 11 progresses theroller will come in contact with the track 44, prevent the end of thelever from rising higher, and immediately disengage the toothed faces ofthe cams, and at the same time increase the length of the lever betweenthe fulcrum and roller, and consequently cut ofi1 the length of theleverage 11. Thus I. have the greatest leverage to start with, with adecrease of leverage and a consequent decrease of stroke to end with.

In the modication shown in Fig. 6 I have done away with the swinginglever 1l and the toothed cam-surfaces, and I have employed a plainoperating-lever, 45, without the roller 43, and instead of a plaintrack, as in the previous form, I employ two rollers, 46 47, whichperform the same function as the track 44. It will be seen that in thisinstance the result is substantially the same as that attained by theprevious forms. When the stroke of the lever 45 is begun, its end willbear up against the roller 46, which is very near the point of fulcrum;but as the stroke advances the end of the lever will leave the roller 46and come in contact with the roller 47, thus practically changing theposition of the fulcrnm, and consequently decreasing the throw of thelever.

In still another modification I employ merely a sector pivoted at thepoint 4S, with an arm or lever, 49, projecting from its periphery. Thisform I use when simplicity and cheapness are essential.

Having thus described my invention, the following is what I claim as newtherein and desire to secure by Letters Patent:

1. In a vehicle or motor, the combination, with the driving drum orpulley 20, ofa pivoted sector, a cord or cable connecting said drum orpulley with said sector, an operatinglever pivoted to said sector andhaving abeveled or rounded end, and aswinging lever having a beveled orrounded end for engaging said bevel of the operati ng-lever,substantially as set forth.

2. In an operating mechanism for a vehicle or motor, the combination,with a pivoted sector, of a table or track below the pivot of saidsector, and an operating-lever fulcrumed to said sector and adapted toengage said track with its end, substantially as set forth.

3. In an operating mechanism for a vehicle or motor, the combination,with a pivoted sector, of a track arranged below the pivot of saidsector, an operating-lever fulcrumed to said sector, a cam or roundedsurface on said lever wit-h teeth formed therein, an elongation on saidlever beyond its teeth, a roller mounted on said elongation and adaptedto engage said track, and a swinging lever having teeth adapted toengage the teeth of the aforesaid lever, substantially as set forth. l

4. In a vehicle, substantially as described, the combination, with theaxle and main frame, of the central brace-bar, 6, resting upon the sill7 and secured to the axle, and having an upwardly-projectingsuspension-rod secured to the main frame, substantially as set forth.

5. In a steering apparatus, the combination, with the forks of theguide-wheel and a wormwheel keyed in a horizontal plane thereto, of thebrackets 32, a worm mounted horizontally in said brackets and engagingsaid worm-wheel, a pulley or drum on each end of said worm, and reinssecured to said drums on opposite ward the rein that is pulled and theother rein ICO will be wound upon its drum, substantially as set forth.

6. The combination, with the drums on the aXle, Vhaving means forengaging the drivingwheels, of the bar 2, having hangers thereon,sectorsjournaled between said hangers, cords or cables connectingsaiddrums and sectors,operating-levers pivoted to said sectors and havingrounded or beveled ends with teeth formed thereon, swing-levers havingsimilarly-formed ends, and the teeth on said swinging and operatinglevers being adapted to mesh or interlock, substantially as set forth.

7. The combination, with the operating lever or levers and the axlehaving the tractionwheels thereon, of a carrier or carriers on saidaxle, a ratchet on each of said wheels, two or more teeth of graduatedlengths pivoted to said carriers, and a cable or cables wound on each ofsaid carriers and connected with the operating-levers, substantially asset forth.

8. The combination, with the carrier, a bracket, '25, on the end of saidcarrier, the journal 28, extending across said bracket, and two or moreteeth of graduated lengths mounted on said journal, of the ratchet onthe hub of the driving-wheel and suitable means for rotating saidcarriers, substantially as set forth.

9. The combination, with the driving-wheels IIO IIS

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journaled upon the axle and the main frame, of the carriers surroundingsaid axle, ratchets on said wheels, brackets on said carriers, two ormore pivoted teeth of different lengths mounted in said brackets andadapted to engage said ratchets and projecting from each of saidcarriers to the opposite end of the axle, and springs connected withsaid arms and main frame, substantially as set forth.

l0. In an apparatus for propelling a vehicle or motor, the combination,with the vehiclefranie and the axle having the tractionwheels thereon,of a sector pivoted in said frame below the axle, an operating-leverattached to and projecting from said sector, a treadle on 15 said lever,a carrier on said axle provided with teeth or their equivalents, asshown and described, a ratchet on the hub of the traction wheel adaptedto be engaged by said teeth, and a cable Wound upon said carrier andconzo nected with said sector, substantially as shown and described.

HUGH BAIN'ES. Titnessesr CLIO MATTHEWS, l. B. MATTHEWS.

